Railroad-rail and joint therefor



PATENTED JAN. 5, 1904.

, RJ. MALLAT. RAILROAD RAIL AND JOINT THEREFOR.

APPLICATION FILED SEPT. 19, 1903.

R0 MODEL.

INVENTOB A7TOHNEY we cams nzrzas ca. PNOYOLWNQ, WASHING Patented January 5, 1904.

PATENT OFFICE.

JULIUS MALLAT, OF ST. LOUIS, MISSOURI.

RAILROAD-RAIL AND JOINT THEREFOR.

SPECIFICATION forming part of Letters Patent No. 748,764, dated January 5, 1904. Application filed September 10, 1903. Serial No. 172,657. (Nomodal-l To all whom it may concern:

Be it kn own that I, JULIUS MALLAT, a citi- I zen of the United States, residing at St. Louis, State of Missouri, have invented certain new and useful Improvements in Railroad-Rails and JoinrsTherefor, of which the following is a full, clear, and exact description, reference being bad to the accompanying drawings, forming a part hereof.

My invention has relation to improvements in railroad rails and joints therefor; and it consists in the novel construction and arrangement of parts more fully set forth in the specification and pointed out in the claims.

In the drawings, Figure 1 is a side elevation of the meeting ends of two rails and the joint therefor. Fig. 2 is a top plan thereof. Fig. 3 is an enlarged side elevation. Fig. 4 is a cross-section on line 4 4 ofFig. 3, and Fig. 5is a cross-section on line 5 5 of Fig. 3;

The object of my invention is to construct a rail which shall present a practically continuous and uninterrupted supporting-surface for the tread of the car-wheel, thespecial object being, to span the joint between two adjacent rails by a bridge-plate which will afford support for the wheel while the latter is passing over the joint, thus preventing the characteristic thumping of the cars over the rail-joints and deteriorating the rail ends, as is now generally the case.

In detail the invention may be described as follows:

Referring to the drawings, R R represent two consecutive rails whose tread at their meeting ends is slightly depressed below the level of the surface of the balance of the rail, this slight depression preventing contact between the wheel and rails at the joints. The joints are bridged over'by bridge-plates B, disposed along the outer faces of the webs of the rails, the tread or upper surface of each bridge-plate being continuous with the upper surface of the tread of the rails, whereby the passage of the wheel from one rail to another shall be over a practically uniform and continuous surface and whereby any thumping at the joints .is absolutely impossible. The tread of the bridge-plate at each end is slightly depressed, Figs. 1, 3, below that of the rail, so that the wheels cannot thump over the ends of the bridge-plates, but will leave them gradually in passing over onto the rail proper.

the tread of the bridge-plate only, Fig. 4.,

and as it leaves or approaches the bridgeplate it is supported solely by the tread of the rail, Fig. 5, it being understood that the bridge-plate bears against the full outer face of the rail, including web, flange, and tread, the base thereof bearing against the tie T, to which it is spiked in the usual way. The bolts 1, which secure the bridge-plates to the rail along one face, simultaneously serve to secure the angle-plates 2, (serving as fishplates,) the parts being held together by nuts 3 and washers 4., as is obvious. The angleplates bear against the under surface of the tread of the rail, thus formingadditional supports therefor, making the entire construction compact and stifi.

Having described my invention, what I claim is 1. In combination with two contiguous rails having the ends of their treads depressed below the surfaceof the tread of the rails, a

bridge-plate disposedalong the outer faces of the rails and supporting the tread thereof and spanning the joint between the rails, thetread of the bridge-plate being continuous with the surface of the treads of the rails, substantially as set forth. 7

2. In combination with two contiguous rails having the ends of their treads depressed below the normal tread-surface, a bridge-plate disposed along the outer faces of the rails and supporting the tread thereof and spanning the jointbetween the rails, the tread of the bridge-plate being continuous with the surface of the treads of the rails, and having the terminals of its tread depressed below the tread of the rails, and an angle-plate on the inner surfaces of the rails, and suitable bolts for securing the parts together, substantially as set forth.

In testimony whereof I affix my signature in presence of two witnesses.

JULIUS MALLAT.

Witnesses:

EMIL STABEK, G. L. BELFRY. 

